Railway truck



March 15, 1960 W. H. MEYER RAILWAY TRUCK 6 Sheets-Sheet 1 Filed June 24,1953 QQ mm 00 M mm MQ W [W TOR. BY

A TTORNE Y W. H. MEYER RAILWAY TRUCK March 15, 1960 6 Sheets-Sheet 2Filed June 24, 1953 IN V EN TOR.

TTOQRNEY March 15, 1960 w. H. MEYER RAILWAY TRUCK 6 She ets-Sheet 3Filed June 24, 1953 V ATTORNEY W. H. MEYER RAILWAY TRUCK March 15, 19606 Sheets-Sheet 4 Filed June 24. 1953 I I]? TOR.

TTORNEY W. H. MEYER RAILWAY TRUCK March 15, 1960 6 Sheets-Sheet 5 FiledJune 24. 1953 JQVEN TOR.

A TTORNIEY W. H. MEYER RAILWAY TRUCK March 15, 1960 6 Sheets-Sheet 6Filed June 24. 1953 United States PatentO RAILWAY TRUCK William H.Meyer, St. Louis, Mo., assignor to General Steel Castings Corporation,Granite City, IIL, a corporation of Delaware Application June 24, 1953,Serial No. 363,782

'10. Claims. (Cl. IDS- 192) The. invention relates to railway vehicletrucks and more particularly to. the support of the load-carryingstructure of the truck onthe truck Wheel and. axle assemblies.

To provide better service, passenger carrying railway trainsparticularly arev being run at increasingly higher speeds thanheretofore. The track conditions and the passenger carrying capacitiesof the cars have remained substantially the same, but to avoid use oflarger and more powerful locomotives for the higher speeds, the weightsof passenger. carrying cars have been substantially reduced. Reductionin the weights of cars, and, higher speeds create new problems in truckdesign which must be solved in order to obtain good and safe ridingconditions. These new. problems in truck design involve safety, weight;simplicity, spring systems, brakes, lateral stability, cushioning oflateral shocks, prevention offtruc'k gallop, prevention of truck shimmy,and wear of the parts.

The main obje'ctof the invention is to provide a simple, safe, lightweight, and easy riding. four wheel railway passenger truck, having, a,spring system which will cushion lateral shocks and prevent or reduce.their transmission to the car body and which will provide'lateralstability.

Another object of the invention is to provide a truck having a minimumnumber of parts so that it' weighs substantially less than trucksgenerally used and so that the construction is' simplified; This objectis partly attained by avoiding use of a spring-supported truck frame onequalizers as-no'w generally embodied intruclts for railway passengercars. This eliminates thernain truck part frequently causing: gallopingaction of the. truck due to the vertical oscillation of its supportingsprings, which results in longitudinal shocks to the car body.

A further object. of the inventionis to provide a. truck substantiallyfree of truck shimmy and truck gallop and which will cushion lateralshocks and provide a great amount of lateral stability; all of whichwill produce easy riding. This is"accomplished by providin'ga frictionalcentral bearingon the truck bolster to prevent truck shimmy; byeliminating the usual truck frame and its spring support between theaxles, which spring positions ice Another object of the invention is, toprovide a truck having a disc brake which isjpartlysupported on thejournal boxes and partly on a. spring borne member of the truck. This.is accomplished by either supporting the central portion of the brake onthe. spring supported bolster or on an inward extension of a side memberwhich is spring-supported from the; journal boxes,

Another object of the invention is to provide a truck having a discbrake in which the brake shoes and. brake cylinder portions aresupported partly by the equalizers or side frame members of the truckand partly by the spring-supported bolster.

Another object of the invention is to provide a. truck of simplelight-weight design with all framing structure spring borne includingthe equalizers or truck side members.

Another object of the invention is to provide atruck in which the truckside members also act. as, equalizers and opposing side members haveinward extensions 'int'efmediate their ends pivotally connected to each,other so as to hold them against relative movement longitudinally of thetruck while providing for their relative tilting action in verticallongitudinal planes so as to accommodate vertical movements of the endportions of the equaliz rs or side members due to track irregularities.

Another object of the invention is to provide, a truck having only threemain framing parts comprising two side members and a bolsterspring-supported on the, side members intermediate the ends of thelatter and, with the spring's so arranged and located on the sidemembers to provide lateral stability against car body over-turningforces. This is accomplished, by providing brackets extending outwardlyof the side members for mounting the springs which support the ends ofthe bolster and by providing inwardly'extending brackets on. theintermediate portions of opposing side members with their inner endspivotally connected to prevent relative move ent of the side memberslongitudinally of the truck while permitting relative tilting action ofthe side members may resultin objectionable tilting action in a verticallongitudinal plane, termed galloping; and by supporting the bolsteronsprings mounted directly on the interme diate portions of equalizers,the bolster s rin s being adapted to distort under lateral shocks tocushion sueh shocks" and bein located outwardlyof the equal as toprovide lateral stability against car body overturnin forces. I V

A still. further object of the invention, is to provide a of applicationof'brake reaction forces and being tecated a considerabre'distanceinwardly from the respective truck having disc type brakes for eachwheel, and axle in vertical longitudinal planes.

Another object of the invention is to provide a having only three mainframing parts comprising two side members and a bolster, opposing sidemembers having inwardly extending spring supporting brackets pivotallyconnected to each other attheir inner ends. and also having outwardlyextending spring-supporting braclrets with bolster supporting springsmounted on all of said brackets, whereby a great amount of lateralstability is obtained and the connecting portions of the inner ends ofthe inward extension of the side members are substantially relieved ofbending moments'and, whereby the bolster is also relieved of a largeproportion of the bending moments otherwise applied at its centralportion and consequently is made lighter than would be the case if nosprings were provided on the inward extensions. of the side member;

Other objects. will be apparent to. those skilled in, the art from thefollowing description and the accompanying drawings, in which: 7

Figure 1 is a top view of a truck embodying one form of the inventionwith portions in section'taken on mes 1-4 of Figure 2 and 1a-1a ofFigure 3.

Figure 2 is a longitudinal vertical. section taken on tlie line 22 ofFigure l.

Figure 3 is 'inpart aside view and in part a section taken on line 3-3of Figure 1.

Figure '4 is a transverse vertical section taken on line 4.-4 of Figure1.

c Figure 5 is in part an end view and in part a sectional elevationtaken on line 5-5 of Figure 1. I

' Figure 6 is a sectional view showing a modified form of thebrake framesupport. a f Figure 7 is a top view of the brake frame support shown inFigure 6. Figure 8 is a top view of a truck embodying another form ofthe invention with portions in section taken on line 8- -8 of Figure 9and with the bolster from the lower half of the figure. V Figure 9 is atransverse vertical section taken on the line 9-9 of Figure; 8.

vertical omitted masses Vertically disposed telescoping snubbing devicesza are provided between extensions 14 and the ends of bolster Figure 10is in part a side view and in part a vertical 1 section taken on theline 1010 of Figure 8.

' iFigure 1 1'is a top view of the middle and one end of I" a truckembodying another form of the invention with the bolster broken'awaynear the middle of the truck to better illustrate the structure beneaththe bolster. Figure 12 is a detail vertical section taken on the line 1212 of Figure ll.

The four wheel truck shown in Figures 1-5 includes wheels' 1; axles 2,journal boxes 3 of the wing'type including longitudinal extensions'onopposite sides form'- ing spring seats 4. Double coil spring units 5 aremounted on spring seatsj4 and support equalizers or side members 6extending between corresponding boxes at the sides of ,thefltruck. V V

Each side member is provided'with a pair of pedestal jaws 8 slidablyreceiving a journal box 3 between them and the boxes have flanges 10 atthe sides of the'p'edestal jaws. Opposing upright faces of jaws andboxes slide on each other vertically but hold these parts againstrelative movement longitudinally and transversely of the truck. Pedestaljaws 8 are provided with spring cap portions 12 resting on springs 5.Between its pedestal spring cap portions 12each side member issubstantially of box section and includes outwardly extending springsupport I brackets .14 at its center portion for springs spaced apartlongitudinally of the truck. Spring seats 17 and shims V j 18 aremounted on brackets- The intermediate portion of the left hand sidemember 6 is provided with an inward extension (Figure 4) V and theintermediate portion of the right hand side memtheir 6 is provided withan inward extension 16. Extenfsions 15 and 16 also form spring supports15a, 16a near -the center of the truck. Spring seats and shims 20 aremounted on extensions 15 and 16. Supports 14 and extensions 15 and 16are provided with circular openings tofreceive downward projections 23and 24 on spring seats 17,.19, respectively. The downward projections 23and 24 are adapted for engagement by jacks for raising the spring seat'sfor the insertion or removal of shims under the spring seats. Doublecoil springs 25 are mounte'd'on spring seats 17 and double coil springs26 are mounted on spring seats 19." r

A truck bolster 27 is supported on all of the spring 'units'25 and 2 6.The four outer spring units '25supportapproximately sixty-five percentof the bolster load While the two spring units 26 support approximatelythirty-five percent of the bolster load. The proportion of the bolsterload that the two groups of spring units sup port will depend upon thedistance that their points of support are located inwardly and outwardlyfrom the longitudinal center .line of thesupports of side members T 6 onthe journalgboxes. This, may be varied as desired; 0

27 to control or snub the bolster support springs. If desired,'othertypes of snubbihg devices, such as hydraulic shock absorbers, may beused to snub the bolster springs. If desired, snubbers may also be usedto snub the spring units 5 on the journal boxes.

Mounted on the center portion of the bolster is a central bearingindicated generally at B (Figure 4) and disclosedin Patent No.2,655,117. This central bearing includes a lower member 30 having acentral cylindrical recess 31 and a horizontal annular bearing'32extending radially outwardlyor recess 31.. Mounted on the annularbearing .32 is a ring-like disk 33, having a higher coeflicient offriction than the bolstermetal, and mounted on frictional member 33 isan upper member 34 including a downwardly projecting cylindrical member35 projecting into recess 31 of lower member 30. The upper member '34also includes an annular member 36 extending radi- "ally outwardly ofcentral cylindrical member 35 and "engaging the upper surface offrictional member 33. .Up

' the body bolster andlbody underframe are held in parallel relation atall times during the normal operation of the car but the bolster isprovided with stops 39 and the car :body with stops 40 spacedapartlduring normal operation of 'thetruclt and only contacting shouldthere be derailapplicd to the car body.

'ment of the truck or any other unusual overturning forces The centralbearing 13 also of such diameter that the area of the frictional elementoffers sufiicient resistance t'o'swivel action to prevent shimmy of thetruck. At the same time, itjwillallowthe car to negotiate curves. withfour danger of derailment. This. central bearing arrange merit isv suchthat the body load during normal operation is always transmitted throughit and therefore the resist ance to swivel action remains constant. Thisdiffers from the ordinary relatively smalldiameter center bearing onwhich the vehicle body tilts transversely so that some of the loadduring normal operation is transferred to the side bearings.

.lf Theinner end of side memberjextension 15 is providedwith'avertically extending slot 41 (Figure'4)formed' j by spaced lugs42. A connectorihas a rectangular por- "tion 44 inserted in slot 41 andpivotally secured to lugs I 42by a horizontal pin 45 having a cotter 46.The inner end of side member extension 16 is provided with a eylindricalopening 47' to receive a cylindrical portion 48 on the other end of theconnector. Connector 44, 48

prevents the side members 6 from'moving longitudinally relative to eachother so as tot'prevent unsquaring of the truck, but permits relativetilting of the side members in vertical longitudinal planes. Thisaccommodates relative vertical movements of the ends of side members 6when the wheels move upwardly and downwardly due to trackirregularities. Pins45 also permits slight rotation of the sidernembers-6 about their longitudinally extending axes when i there is. relativetilting of the side members in vertical longitudinal planes or whenthere is a slight difference in deflection between the inner andonterbolster. p in im ts Connector44, 48 base face 50 which engages the ad-'jaeent end of extension 16, and this, together with the pivotalconnection of .the rectangular portion 44 by pin F15; with the slottedportion of extension15, preventsinstability to resist the lateraloverturning forces-of thecar body and at the same time provide greatervertical flexi- 5 bility and consequently softer riding givard movementjof rnember s 6 except where they would move inwardly due to a slightpivotingabout pin 45.. g a Transversely extending ,tie bars 51areconnected to the assesses through spaced "lugs 55 at thtwe'nds 'oftl'ie' side members and through the end 1 portions of the transverseties- 51'3 This" prevents relative angular movement of side" members 6in a horizontal'plane' due to play between connector 43," pin 45; andthe end portions'of extensions 1'5. and 16 and also due 'to any playbetween the flanges tryto the =journal bo'x on. the other end.This'structure comprises a transversely extending 'tubularframe memher61: andan: arm 62 at each end of member 61: The arms -62'have.vertically spaced portions63, 64- (Figures 2, 3") with rubberbe'arin'gs65 engaging vertically spaced flanges 69' onthe journal box innerclosure plates 72 (Figure and absorbingvibrationsresulting'from shockstransmitted from the: rails to the wheelsandthen to the journal boxes.The interengaging surfacesof'bearings' 65' andbox flan es 69 arecircular and of the same-"radius about the journal axis. Thisper mitspivotal action of the brake support structure about'the journal axi'san'd provides for movement of thebrake' mechanism vertically with thebrake discs 57' and when the wheels move vertically due totrackirregul'arties: It also keeps-faces of brake shoes 66 parallel'withtheside faces of brake discs 57'at all times. The brake mechanismsupport structure 6 1 and 62 is'held in transverse position in the truckpartly by brackets '71 on journal *boxdnnerclosure plates 72; Brackets 71 engage theinner surfaces oftheadjacentarms-52.. The brakemechanismcomprising air cylinders 58; levers-59, and shoes eil aremountedon the support member 51 by brackets 73 as indicated in Figure"2-. Brackets 73 may be secured to member 61 by weldin g or otherwise. iV

The brake mechanism support structure 61, 62 is also supported along'thelongitudinal center-line of'th'etruckby the truck bolster 27 asindicated at K (Figure 2). Thebolster is provided with a bracket 74, andthe transversebrake support member liis provided with a bracket 75secured to it. Both brackets 74 and-75 are connected by an elongatedanchor comprising an' inner rod 76," tubular spacer 77 with circularflanges: 78', rubber pads'79 between flanges 78 and the adjacentbrackets oiithe boister and support. structure, rubber-'pads'80'on theother sides of' brackets 74, and Washers orcollars" 81 engaging theouter faces-of pads Bill The end portions of thoinner rods 76 arethreaded and provided'with nuts attheir ends'to hold the parts togetherand at-the same time place the rubber pads 79; 80' in compression. Therubber pads 79, 80 form a cushioned connection between the brake supportand' the bolster and at'the sametime permit slight angular movement in averticallongitudinal plane between the brake support structure and thebolster when there is vertical movement of the wheel and axle assembliesrelative to the bolster. The rubber pads also accommodate slight tiltingaction of the transverse member-61 relative to the bolster in atransverse vertical plane.-

Each side member 6 is provided" with anupwardly extending bracket 93(Figure 3') spaced from one side of bolster 27', and the bolster isprovided with an outwardly and horizontally extendingbracketMon theside'remote from bracket Each bracket 94 is in longitudinal alignmentwith a bracket 93; A separate bracket 95 is secured" by bolts 92 to theunderside of each bolster bracket 94 and fits between depending shearlugs 96 and 97011 bracket 94 to relieve the bracket securing bolts 92 ofshearing forces; Elongated anchors D extending longitudinally of thetruck are connected zit-their end portions 't'o' corresponding pairsoi'brack'ets 93 and-95 to hold the bolster andside members in spacedrelation with each other longitudinallycrane t while permi'trmgrsomsrelative vertical and tra'n'sverse' movement 'between"them; Each anchorD comprises an'inner -rod" 98, a tub'ula'r spacer 99' with flanges 100at its ends; inner'rub'ber' discs 101 between flanges 100 and brackets'93 and'95, rubberpads 102 on the outer sidesof brackets 93', 95', andwashers-or collars 103 on the-outer sides of Jpads 10,2. Inner rod- 98is threaded at-xits'end-portionsand'is provided with nuts 104.for-clamping the" anchor to the brackets. V 93, 95 and placing. therubber pads 10'1.a'nd'102 under some compression for the anchor 'to' besimilar to a rigid 7 connection between thefiparts. Locknuts.105 arealso provided on the-ends ofthe inner-rod':.98-; to prevent looseningofnuts'104; Anchors D are,located"inxlongitudinal alignment :with

7 the axle journal centers" transversely of the-trucksandinwardly of theouter spring units 25, 26;. This 'also places them in the same;verticalip1ane asthe longitudinal centers of; side members ,6, and zthelongitudinal forces acting. bee I tween the side members andthe'bolster-donotsubject the side. members tolongitudinal;eccentric'forces as in pres vious arrangements irizWhich.anchors :areco'nnected to the side members or equalizers-'atpointsspaced outwardly of the longitudinalcenter lines} of the side members.Brackets93, 95 on the side, members-andbolster, res spectively, arelocated about the same distance, from,;buton opposite sides, of thetransverse center line-of. the truclc.

By positioning the anchors symmetrically of the trans: verse center lineof, the truck, they may bemade longer than ifitheywere asymmetrically ofthat centerxline and connected to the frame side memberandto the bolsterend'portion inthe usual-manner and withoutinterference with'other truckpartso'r-standard clearance limits. Ac: cordingly. the verticallyangular tilt of the anchor and the-corresponding reduction in thehorizontal distance between its ends'is lessthan' itwould beifthe anchorwereshort enoughto be connected atoneend to the bolster near. thetransverse; center line and to the; frame side "member at a suitablepoint spaced from,,th'epbolster; When such longitudinal movements occurbetween the bolster and side members, they sometimes transmit shocks orvibrationsrrom the truck'bolster to the canbody; and it-isanobjectofthis invention tominimize or eliminate the transmissionof suchshocksor vibrations.

By locatinganchors Dinthe same vertical plane as theplane of the journalcenters; brackets 93, 95 can be'redu'ced" in sizeas compared tooutwardly. extending bracketsofpreviousdesigns with the anchors locatedouts wardlyofthes-ide members. This providesfor minimum weight of theside member.

Brackets: 95. are made separable from the bolster to facilitateassembling and disassembling anchors D. With separate brackets theinnerjrods. 98 can be applied and removed without providing space attheir ends for apply members and bolster dueto lateral flexibility: of:the

bolster supporting springs.- During, normal operation of the truck,llhfiSS'SiOPS will not come in contactwith each other, but theyprovideaisafety means against excessive lateral movements which mayoccur if thetruckisderailed: or if any other unusual condition producesex:

' cessive lateral movements.

Stops 108 are also provided on each; side memb erfi aeaejaos V p ber' 61previously described) on a bolster 111 (corresponding to bolster.27previously described). Frame member 110 is provided with upright bracketelements 112, mounting atubular element 114. Bolster 111 has uprightbracket elements 115 mounting a semi-cylindrical housing 116, providedwith a half-ring rubber element 117 receiving tubular element 114. AcomplementaryIsemi-cylindrical housing 118 provided with a halfringrubber element 119 isclamped' about tube 114' and to housing 116 bybolts 120. This arrangement, due to distortion of rubber elements 117and 119 in shear, permits tilting action of the brake parts relative tothe bolster in a vertical plane longitudinally of the truck and also,due to distortion of rubber members 117 and 119 in shearand compression,a slight amount of tilting in a transverse vertical plane. Rubbermembers 117 and 119 also cushion shocks which otherwise would betransmitted to the bolster and then to the car body.

Figures 8, 9 and 10 show another form of the invention including wheels121 and axles 122 as in the first arrangement, but the side members 124are mounted directly on the journal boxes 123 as indicated in Figure 10.During normal operation of the truck there is no relative verticalmovement of the journal boxes and side members. Renewable wear plates125 and 126 are provided on the side members and journal boxes,respectively. Journal boxes 123 are of the anti-friction type and may bemounted on the axle journals in any well known manner which will preventrelative axial movement of the boxes and axles. A pin 127 extendsthrough each 'side member end portion, through the renewable plate 125,and partly into a hole in'the renewable plate 126 which is secured tothe top of the journal boxby V a y well known means, such as welding,riveting, etc. The journal box andthe anti-friction bearing parts; aremounted on the axle journals to prevent axial movement of box and axle.-Pins 127 form close fitting connections between the wheel and axleassemblies and side members 124 with substantially no play laterally ofthe truck between the pin-connected parts. This results in good ridingand avoids excessive wear of the connected parts. The inter-engagingsurface of renewable plates 125, 126 permit slight tilting of the axlerelative to the side members in a transverse vertical plane as occurswhen the opposite rails are'at different levels. Inner and outer safetystops 128 are provided on the sides of the journal box to engage thepedestal-like portions of the side members and prevent separation in theevent of failure at the pin connections 127. e g Bolster 129 issupported by spring units 130 comprising inner and outer coils mountedon brackets 146 extending outwardly of the sides of the side members124. Spring seats 131 and shims 132 for mounting these spring units onbrackets 146 are also provided and are similar to those shown in thefirst truck arrangement. Side members 124 are also provided with inwardextensions 133 but there are no spring units mounted on these extensionsas in the first truck arrangement. Spring units 130 support theentireload on the side members. -The inner ends of the extensions 133 areconnected to each other by a pin 135*which prevents relative movement ofsidemembers'124 longitudinally of the truckto keep the truck jsqu'areandthe wheels in tram, but the 'arrangement'permit's relative tiltingmovement of side members 1 24 'in their respective vertical longitudinalplanes to accommodate vertical movements of the wheelsduototrackirrgularitiesJ Locating spring units 130 outwardlyof side'members 124 and omitting springs. at the inner end portions ofextensions 133 subjects the extensions to equal vertical bending momentsthroughout their length because pin 135 forms a connection which tiesextensions 133 together to form a continuous beam extending from oneside member to the other, and pin 135 must also resist these bendingmoments. To better resist these bending moments and reduce the size. andweight of pin 135, the central portion 136 is larger in diameter thanthe, end portions 137.1 Washers 138 and nuts 139 are applied to the endsof pins 135 to prevent outward separation of side members 124. Ifdesired,

this method of connecting the inner ends 'of extensions 133 by a pin'135 to take vertical bending moments could also be used if the endportions of side members 124 were made similar to end portions of sidemembers 6 of truck arrangement shown in Figures 1-5, in which latterarrangement the side members 6 are spring supported on the journal boxesand the arms 62 of the brake mecha nism support structure are supportedon the journal boxes. 1

The power brake arrangement is similar to that. previously described,but the transversely extending brake support members 140 with arms 141at their ends are connected to the side members a short distanceinwardly of the journal boxes Pins 142 are mounted in the side members,and rubber bushings 143 are inserted in the openings in the ends of arms141v and over the pins 142. A washer 144 and a nut 145 on the threadedportion of pin 142 clamp the rubber bushings 1431'and the arms 141 topin 142. The brake support comprising members 140 and arms 141 keep theside members parallel and in transverse spaced relation withoutadditional tie bars, such as'51 of the first truck arrangement.

The intermediate portion of each member 140 is supported from thebolster by brackets 154, and an elongated anchor 156 similar to thesupport in Figures 1-5. The brake mechanism may tilt on pins 142 as maybe necessary to accommodate relative tilting of side members 124. t

' Anchors F between the bolster and side members 124 are similar tothose previously described and function in like manner to position the.bolster longitudinally of the side members.

Stops 1'62, 163, 164, and correspond to stops 10 6, 107, 108, and109,previously described, and limit longitudinal and transverse movement ofthe side members and bolster. Thevertical actions of the bolstersupportbrake carrier member 171 has bifurcated arms 172 at its endscorresponding to arms 62 in Figures 1-5 and similarly mounted upon thejournal boxes. The inner end portion of each side. member inwardextension 174 has abracket 175 including a horizontal shelf 176. Eachbrake support member 171 has a bracket 177 with a horizontal shelf178spaced vertically above the corresponding shelf 176. A rubber pad 179is interposed between shelves .176 and 178. Another rubber pad 180 ismounted on top of shelf 178. A washer 181 is mounted on pad 180. A bolt182 with a washer 183 and a nut 184clamps the associated parts, placingrubber pads 179, 180 under slight compression andpc rmitting tilting ofthe brake mechanism relative to side members 185 in vertical planesextending longitudinally and trans-. versely of the trucks i v H HVarious objects of theinvention mentioned in the introductory portion ofthis specification are provided areart stic far in-eachmf the. truckarrangements: -'In the' arrang ment. shown-in Figures 1-5, the framingmembers comprising: side members. 6 andbolster 27"are spring supported:from the wheel. and. axle assemblies. Therefore the brake mechanism.comprising cylinders 58, levers-59, shoes 60, and transverse members '61are alsolargely spring borne because a. large portion of their weight.is

snpportedbyeither thespring borne side memberslfii or springbornebolster 27.

' Side members6 form important framing members of the. truck and. also.act. as equalizers to equalize the load on thewheels on the. sameside ofthe truck. Sincethey have inward andloutward extensionsat theircentralportions for supporting the bolster springs with the inwardextensions also connected to each other to hold side members againstlongitudinal movement relative to each other and also have pedestalportions and spring-cap portions at their ends, and since they also mustresist lateral forces adjacent to the bolster springs and to thepedestals, they are much heavier and have more complicated and unevencontours than the un-sprung equalizers of the usual railway four wheelpassenger truck. It is therefore advantageous to have them spring borneon the wheel and axle assemblies because if the same vertical impactsfrom the wheels were applied to the side members as are applied to theordinary lighter weight forged equalizers, the impacts would be muchmore severe due to the greater weight and there would be a greaterlikelihood of greater stresses in certain portions due to unevencontours than would occur in the usual equalizers which are lighter andhave more regular contours. Since the side members of the second truckarrangements are non-spring supported the transverse brake supportingmembers 140 with their arms 141 may be supported directly by the sidemembers to keep the brake shoes in parallel relation with the brakediscs on the axles at all times.

Details of construction of the truck may be varied largely withoutdeparting from the spirit of the invention and theexclusive use of novelstructure as described as coming within the scope of the claims iscontemplated.

What is claimed is:

1. In a railway truck, substantially parallel wheel and axle assembliesspaced apart lengthwise of the truck, journal boxes on the ends of theaxles outboard of the wheels, side members supported from the journalboxes and each extending from box to box on the corresponding side ofthe truck, upright portions of said side members and journal boxesopposing each other and preventing relative movement of said sidemembers and boxes longitudinally and transversely of the truck, eachside member having a rigid lateral inboard extension intermediate itsends, the inner ends of said extensions terminating near thelongitudinal center line of the truck and being spaced apart and alignedwith each other transversely of the truck, a devicebetween andconnecting said extension ends and having a trunnion journaled in atleast one of said ends with its axis disposed transversely of the truckand providing for relative tilting of the side members lengthwise of thetruck from normally horizontal positions, said device being seated insaid extension ends to avoid relative movement of said extensionslengthwise of the truck, means holding the side members against relativemovement away from each other, each side member including an outboardbracket intermediate its ends, upright springs outboard of said sidemembers and seated on said brackets, a loadcarrying bolster extendingfrom side to side of the truck with its end portions supported on saidspring units, an element at each side of the truck elongated lengthwiseof the truck and pivotally connected at its opposite ends to the bolsterand to an adjacent side member respectively and transmitting thrust fromthe bolster to the side members lengthwise of the truck, said elementsbeing inclinable transversely of their axes as the bolster movesvertically on the truck frame by the yielding of said spring units and:auxiliary springs mounted on the inner endof" each inboard extension andsupporting the adjacent portions of the bolster.

2. A truck. according to claim 1' in which the means transmittingthrust. from the. bolster to the side members lengthwise of'the truckcomprises an elongated anchor at each side-ofthe truck substantially inthe plane of the journal boxesa-ndinboard of the bolstersupportingspring on the sid'emember brackets with oneend secured to thebolster atone side of the transverse center line of the truck and wit-hits other end secured to a side-memher at. the other side ofthetransverse center line of the truck.

a side member and the other end of the anchor is connected to a webprojecting downwardly from the bolster, said webs being at oppositesides of the bolster and the anchor extending beneath the bolster.

4. A railway truck according to claim 1 which includes a verticallyelongated telescoping snubbing device at each end of the bolster withthe upper end of one teiescoping part secured to the bolster and thelower end of the other telescoping part secured to the side member.

5. A railway truck according to claim 1 which includes tie rodsextending transversely of the truck between the corresponding ends ofopposite side members and cooperating with the device connecting theinner ends of the side member extensions to hold the side membersagainst relative angular movement in a horizontal plane.

6. A truck according to claim 1 in which the device connecting theinboard extensions on the side members is elongated transversely of thetruck and has one end portion rectangular in cross section and has itsother end portion cylindrical in cross section, one of said side memberinward extensions being slotted vertically and receiving saidrectangular cross section portion of said device,

there being a pivot pin extending longitudinally of the truck throughsaid rectangular cross section portion and said vertically slottedextension, the other side member inward extension having a cylindricalrecess receiving said cylindrical cross section portion of the device. 7

7., A truck according to claim 1 in which the journal boxes are providedwith spring seats and springs mounted on said spring seats support theside members. I

8. A railway truck according to claim 1 in which the bolster is providedwith a central bearing having a bodysupporting face extendinghorizontally over the auxiliary spring units. v 9. In a railway truck,spaced substantially parallel wheel and axle assemblies spaced apartlengthwise of the truck, journal boxes on the ends of the axles outboardof the wheels, side members supported from the journal boxes and eachextending from box to box on the corresponding side of the truck,upright portions of said side members and journal boxes opposing eachother and preventing relative movement of said side members and boxeslongitudinally and transversely of the truck, each side member having arigid lateral inboard extension, the inner ends of said extensions beingspaced apart transversely of the truck at the same level near thelongitudinal center line of the truck and being substantially aligned, adevice positioned between and connecting the inner ends of saidextensions and providing for relative tilting movement of saidextensions and members about an axis extending longitudinally or" thetruck, but holding said extensions and members against relative movementlengthwise of the truck, each side member including an outboardextension, spring units mounted 'on said outboard extensions and saidinboard extensions, and a load-carrying rigid bolster extending fromside to side of the truck 7 and supported on all of said spring unitsand means connected to the bolster and to the side members and transmitting thrust from the bolster to the side members length wise of thetruck.

3. A truck according to claim 1 in which one end of each anchor issecured to a web projectingupwardly from 10. A railway truck accordingto claim 9 which includes spring means mounted on the journal boxes andsupporting the side members.

References Cited in the file of this patent UNITED STATES PATENTSHedgcock Ian. 7,,1936

12 r McCune Sept. 26,.1939 Green Oct. 29, 1940 Eksergian Dec. 23,1941

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